Disc Brake and Brake Pad Set for a Disc Brake

ABSTRACT

A sliding caliper disk brake is provided, in which a stationary brake carrier configured to carry a brake caliper includes two pairs of carrier horns, one pair of which supports a reaction-side brake pad and one pair of which supports an application side brake pad. The spacing between the reaction-side pair of carrier horns is larger than the spacing between the application-side pair of carrier horns. The reaction-side brake pad and reaction-side pair of carrier horns may be shorter than the corresponding application-side brake pad and carrier horns. The arrangement of the brake carrier, the brake caliper and the brake pads permits reduction in disk brake weight, cost and brake carrier stresses while providing desired brake thermal, mechanical and service life performance.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/086,317, filed Mar. 31, 2016, which is a PCT InternationalApplication No. PCT/EP2014/071037, filed Oct. 1, 2014, which claimspriority under 35 U.S.C. §119 from German Patent Application No. 10 2013016 312.9, filed Oct. 4, 2013, the entire disclosures of which areherein expressly incorporated by reference.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates to a sliding-caliper disk brake located ona fixed brake carrier. The invention also relates to a brake pad set ofa disk brake of said type.

Force-transmitting components of such disk brakes are normally producedin one-piece form by a primary forming process, preferably in a sandcasting process. The material used is preferably cast iron withspheroidal graphite or nodular cast iron. The cast blank thus producedsubsequently undergoes a cutting finish machining process, such that,for example, an installable brake carrier or an installable brakecaliper is produced. Such one-piece brake carriers or brake caliperscomposed of nodular cast iron according to the prior art have basicallyproven successful, but have certain disadvantages which have an adverseeffect in particular in the field of use of heavy utility vehicles.

For example, the brake carriers or brake calipers according to the priorart, owing to the strength demands on the brake carrier and owing to arestricted structural space for the brake carrier and the resultingprevious geometric design, have a weight which may be improved upon.

Also mentioned here is European patent publication no. EP 0 139 890 A1,which discloses, inter alia, brake pads of different size.

It is thus desirable—in particular also with regard to the optimizationof the payload of a utility vehicle—to provide a weight-optimized andcost-optimized brake carrier and a weight-optimized and cost-optimizedbrake caliper, in particular for utility vehicle brakes, which overcomesthe disadvantages mentioned above.

The invention is therefore based on the object of creating an improveddisk brake having a weight-optimized and cost-optimized brake carrierand a weight-optimized and cost-optimized brake caliper.

It is a further object of the invention to provide a brake pad set for adisk brake of said type.

The invention achieves said objects by a relatively wide brake pad sloton a reaction side of the brake carrier, wherein it is advantageouslypossible for the volume of the reaction-side brake pad to be made largerthan the volume of the application-side brake pad. This gives rise tofurther advantages such as, for example, improved heat dissipation inthe direction of the brake caliper rear section, such that theapplication mechanism of the disk brake, and in particular the sealsthereof, are conserved. Furthermore, the resulting tilting moment thatacts on the brake caliper during the braking process is reduced, becausethe pressure point of the reaction-side brake pad is advantageouslychanged.

A disk brake according to the invention, in particular sliding-caliperdisk brake, comprises at least one positionally fixed brake carrierwhich has two pairs of carrier horns by which a reaction-side brake padand an application-side brake pad are held, a brake caliper which isformed by tension struts and by a brake caliper rear section, and anapplication mechanism. The spacing between the carrier horns whichreceive the reaction-side brake pad is greater than the spacing betweenthe carrier horns which receive the application-side brake pad.

In one embodiment, the carrier horns on a reaction side of the brakecarrier are of shorter form than those on an application side of thebrake carrier. The shortening of the carrier horns results in a lowerbending moment that acts on the foot of a carrier horn during braking,such that the respective shortened carrier horn exhibits lessdeformation, or less mechanical stress, than in the prior art.

In a further embodiment, a volume of the reaction-side brake pad isgreater than a volume of the application-side brake pad. The reductionin thickness of the reaction-side brake pad makes it possible to reducea structural space on the reaction side of the brake caliper, which canbe filled in order to realize targeted stiffening of the brake caliperrear section and of the tension struts of the brake caliper.

If the thickness of the reaction-side brake pad is maintained, greaterperformance, or a longer service life, of the reaction-side brake pad isrealized. This is desirable because the reaction-side brake pad, owingto its position and the associated exposure to dirt, conventionallywears more quickly than the application-side brake pad during theoperation of the disk brake. Furthermore, the enlarged reaction-sidebrake pad absorbs more heat, such that the specific release of heat fromthe reaction-side brake pad can likewise be increased, and,correspondingly, more heat can be discharged into the brake caliper rearsection. This conserves the application mechanism, in particular theseals thereof.

In a yet further embodiment, it is provided that connecting pointsbetween the tension struts and the brake caliper rear section arerounded with a three-center curve or with an elliptical segment. Bythese geometric measures, it is furthermore the case that a stress levelis correspondingly lowered, which has an advantageous effect in theweight balance of the brake caliper. For this purpose, in a furtherembodiment, the tension struts may each have an optimized geometry whichnarrows toward the brake caliper rear section and which finally opensinto the three-center curve or into the elliptical segment.

In one embodiment, the optimized geometry with the three-center curvesat the sides forms a type of elliptical opening of the brake caliperrear section of the brake caliper, wherein an application-sidelongitudinal side of the opening of the brake caliper rear section isshorter than a reaction-side longitudinal side of the opening of thebrake caliper rear section. This yields advantageously straightforwardconfusion-free installation of the brake pads during maintenance orduring new installation. The geometry of the opening prevents therelatively wide brake pad from being installed in place of therelatively short brake pad, and thus predefines the correct installationlocation.

A resultant tilting moment which acts on the brake caliper rear sectionduring a braking process can be reduced by way of the geometry of thereaction-side brake pad. This, too, can have a positive influence on astructural size.

In one embodiment, the brake carrier and the brake caliper are producedby way of a casting process. Here, a ductile cast material may be usedfor the brake carrier and the brake caliper. A cast iron with spheroidalgraphite is also possible. Combinations of these various materials arealso conceivable.

In a further embodiment, the reaction-side brake pad and theapplication-side brake pad and the two pairs of carrier horns each bearagainst one another at support surfaces. Clear guidance andconfusion-free installation are thus possible.

A brake pad set according to the invention of a disk brake as describedabove has a first brake pad and a second brake pad. The first brake padhas a width greater than a width of the second brake pad. This firstlypermits confusion-free installation. Secondly, a resultant tiltingmoment on the brake caliper rear section can be reduced. Likewise, theservice life of the two brake pads can be influenced such that uniformwear is achieved.

In one embodiment, the first brake pad has a volume greater than avolume of the second brake pad. It is thereby possible to influence anabsorption of heat in the presence of different levels of heatgeneration.

Furthermore, the first brake pad is provided as a reaction-side brakepad for the associated disk brake, and the second brake pad is providedas an application-side brake pad for the associated disk brake. It isthus possible for the different geometries of the brake pads to servefor a uniform force distribution.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of one ormore preferred embodiments when considered in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a three-dimensional view of a disk brake according to theprior art;

FIGS. 2-2 a are illustrations of a brake carrier according to the priorart;

FIG. 3 shows a three-dimensional view of a brake carrier according to anembodiment of the invention;

FIG. 4 shows a front view of the brake carrier according to theinvention as per FIG. 3;

FIG. 5 shows a side view of the brake carrier according to the inventionas per FIG. 3;

FIG. 6 shows a three-dimensional view of a disk brake according to anembodiment of the invention;

FIG. 7 shows a side view of the disk brake according to the invention asper FIG. 6; and

FIG. 8 shows a plan view of the disk brake according to the invention asper FIG. 6.

DETAILED DESCRIPTION OF THE DRAWINGS

Below, expressions such as “top”, “bottom”, “right”, “left”, etc. areused, which relate to orientations in the figures. The letter index “R”refers to a reaction side R of a disk brake, wherein the letter index“Z” refers to an application side of a disk brake. Coordinates x, y, zin the figures serve for further orientation.

FIG. 1 shows a three-dimensional view of a disk brake 21′ according tothe prior art.

The disk brake 21′ is assigned to, for example, a vehicle, in particularutility vehicle, and comprises a brake carrier 1′, a brake caliper 24and at least two brake pads 22, 23.

The brake carrier 1′ is positionally fixed, in a manner not discussed inany more detail. In the manner of a frame, it spans or engages around anaxially outer section, in relation to a brake disk axis of rotation 19which is simultaneously a vehicle wheel axle and which extends in the zdirection, of a brake disk 20 which is connected rotationally conjointlyto the rotatable vehicle wheel axle. At both sides of the brake disk 20,the brake carrier 1′ is equipped with carrier horns 7 _(R), 7 _(Z) and 8_(R), 8 _(Z) which extend in the y direction and which serve forsupporting the two brake pads 22, 23. The brake carrier 1′ will bedescribed in more detail in conjunction with FIGS. 2 and 2 a.

Here, the brake caliper 24 is in the form of a sliding caliper, and thusthe disk brake 21′ can also be referred to as a sliding-caliper diskbrake. The brake caliper 24 comprises a brake caliper rear section 27and an application section 28. The brake caliper rear section 27 isequipped, on each of its ends, with a tension strut 25, 26. Theapplication section 28 is connected to the brake caliper rear section 27via the tension struts 25, 26, in this case for example by way ofscrews. The brake caliper rear section 27 and the application section 28are arranged in each case on one side of the brake disk 20 and parallelthereto, wherein the tension struts 25, 26 extend, parallel to the brakedisk axis of rotation 19, over that section of the brake disk 20 whichis engaged over or spanned by the brake caliper 24 and by the brakecarrier 1′.

The application section 28 of the brake caliper 24 accommodates anapplication mechanism of the disk brake 21′. The application mechanismserves for the actuation of the disk brake 21′ and may be, for example,a brake rotary lever with a compressed-air cylinder. This will not bediscussed in any more detail here.

That side of the disk brake 21′ on which the application section 28 ofthe brake caliper 24 with the application mechanism is arranged willhereinafter be referred to as application side Z. The other side of thedisk brake 21′, on which the brake caliper rear section 27 is provided,will hereinafter be referred to as reaction side R. These expressions“application side” and “reaction side”, and further designations in thisregard, are common and serve for better orientation.

Accordingly, the brake pad 22 situated on the reaction side R isreferred to as reaction-side brake pad 22, and the opposite brake pad isreferred to as application-side brake pad 23.

FIG. 2 is a three-dimensional illustration of the brake carrier 1′according to the prior art. FIG. 2a shows a front view thereof. Asidefrom a rib, the following description can also be transferred to thebrake carrier 1 according to the invention (see FIGS. 3 to 5).

In FIGS. 2 to 5, for the sake of clarity, the brake disk 20 and furtherbrake components are not illustrated. Where references are made, theserefer to FIG. 1. For further orientation, the application side Z andreaction side R are indicated.

In the manner of a frame, the brake carrier 1, as a disk frame ordisk-encompassing portion 5, spans or engages around the axially outersection of the brake disk 20. The disk-encompassing portion 5 comprisestwo hub arches 6 which are arranged parallel to one another and to thebrake disk 20 and which, at their ends, are connected by way of twoframe parts 17 which run at right angles to the hub arches 6.

The two hub arches 6 are of curved form. One of the hub arches 6 issituated on the application side Z of the brake carrier 1′ (the rearside in FIG. 1), such that it is fastened to the vehicle axle and thusstabilized.

The brake carrier 1′ furthermore has, on each side of the brake disk 20,the two carrier horns 7 _(R), 7 _(Z) and 8 _(R), 8 _(Z); said carrierhorns are integrated into the disk-encompassing portion 5, projectupward in the y direction from the frame parts 17 in the region of asurface (hereinafter referred to, by definition, as base surface 4) orplane 4, are in this case arranged symmetrically with respect to in eachcase one of the hub arches 6, are arranged in each case two one behindthe other in a circumferential direction in an x-y plane parallel to thebrake surface of the brake disk 20, and serve for the support of the twobrake pads 22, 23.

The carrier horns 7 _(R), 7 _(Z) and 8 _(R), 8 _(Z) each form, withlower support points 11, 12 of the brake carrier 1′, in each case one oftwo brake pad slots which each support a pad carrier plate of a brakepad 22, 23 (not illustrated) in the circumferential direction, that isto say at the run-in side and run-out side (in relation to the preferreddirection of rotation of the brake disk 20 about the brake disk axis ofrotation 19), and in a downward direction. Thus, the carrier horns 7_(R) and 8 _(R) are assigned to the brake pad slot of the reaction-sidebrake pad 22 and the carrier horns 7 _(Z) and 8 _(Z) are assigned to thebrake pad slot of the application-side brake pad 23. Here, an internalspacing of the carrier horns 7 _(R) and 8 _(R) is designated as thewidth B′_(R) of the reaction-side brake pad slot, and an internalspacing of the carrier horns 7 _(Z) and 8 _(Z) is designated as thewidth B′_(Z) of the application-side brake pad slot. The widths B′_(R)and B′_(Z) extend in the x direction and have an equal length value. Inother words, the widths B′_(R) and B′_(Z) extend in a tangentialdirection with respect to the brake disk 20.

The frame part 17, which is arranged in the z direction in relation tothe brake disk axis of rotation 19, of the disk-encompassing portion 5extends (in this case in curved fashion) in the negative y direction,such that, proceeding from the hub arch 6 in each case to an outer edge3 of the reaction side R of the brake carrier 1′, a section with asubstantially triangular geometry/triangle 18 is defined, in particularon said reaction side R of the brake carrier 1′.

Here, the frame part 17 or the outer edge 3 forms the shortest side ofan imaginary triangle 18. A contour line of a reinforcement rib 2 lies,in the region of the triangular geometry 18 and in relation to thecoordinate system, in the region of relatively large-magnitude y valuesin the positive y direction (arrow tip).

In each case one brake pad 22, 23 is supported in the y direction on ineach case two support points 11, 12 on the brake carrier 1, whichsimultaneously define the spacing of the respective brake pad 22, 23 tothe brake disk axis of rotation 19. For the fastening of the brakecarrier 1′ to a fastening flange (not illustrated) on the vehicle axle,the brake carrier 1′ has, at the application side, fastening points 14,15 by way of which the brake carrier 1′ is screwed to the fasteningflange.

Bearing bolts for the sliding caliper (brake caliper 24) are fastened(not illustrated here) at fastening points 13. This is known per se to aperson skilled in the art and will therefore not be described in anymore detail here.

The brake carrier 1′ according to the prior art (FIGS. 2 and 2 a) is acomponent which is preferably symmetrical with respect to an axis ofsymmetry S (FIG. 2a ) running in the y direction. Said brake carrierhas, for stabilization, the reinforcement rib 2 on the reaction-sideouter side (which reinforcement rib extends in the x direction at rightangles to the brake disk axis of rotation 19 and thus tangentially withrespect to the brake disk 20). The reinforcement rib 2 has a thecontinuous contour line over the entire surface of the reaction-sidesection of the brake carrier 1′.

The contour line of the reinforcement rib 2 begins at the left (or elseat the right) (see FIG. 2) at one end 2 a on the reaction side R at anouter edge 3 of the brake carrier 1′ and runs, initially parallel, belowor at the same level as the console-like base surface 4 of thedisk-encompassing portion 5 toward the center as far as the start of thehub arch 6. Then, the contour profile of the reinforcement rib 2 followsthe hub arch 6 at the outer side thereof (that is to say at the outerside averted from the brake disk 20) as far as the central axis ofsymmetry S (FIG. 2a ). Then, toward the right from there, inmirror-symmetrical fashion with respect to the axis of symmetry S, thereinforcement rib 2 follows the hub arch 6 as far as the right-hand end2 a (FIG. 2).

Owing to the contour profile of the reinforcement rib 2—at thereaction-side outer edges 3 of the brake carrier 1, substantiallyparallel to the console-like base surface 4 of the disk-encompassingportion 5—it is the case that, during braking processes, stress peaksarise in particular in the region of the carrier horns 7 _(R), 7 _(Z)and 8 _(R), 8 _(Z) for the brake pads 22, 23 (not illustrated), whichstress peaks originate from the step change in stiffness of the brakecarrier 1 in each case below and above the reinforcement rib 2.

Said stress peaks are counteracted for example by way of correspondingwall thickness increases at the reinforcement rib 2, for example in theregion of the carrier horns 7 _(R), 7 _(Z) and 8 _(R), 8 _(Z).

During braking processes, loads on the brake carrier 1′ arise which leadto a parallelogram-like deformation of the base surfaces 4 of thedisk-encompassing portion 5. However, owing to its geometry and itscontour line, the reinforcement rib 2 does not make a significantcontribution to the stiffening of the brake carrier 1′ in the region ofthe reaction-side sides of the frame part 17 which have the triangulargeometry 18, such that, in such a load situation, the stressconcentration in the brake carrier 1 is likewise increased. Thetriangular geometry 18 is to be understood in each case to mean animaginary triangle in the x-y plane, the upper side of which runs in thex direction and forms the straight part of the reinforcement rib 2. Theends of said side are the end 2 a and the start of the hub arch 6. Afurther side is formed by the outer edge 3, starting at the end 2 a andending at a lower end of said outer edge 3. The third side of theimaginary triangle of the triangular geometry 18 connects said lower endof the outer edge 3 to the start of the hub arch 6. Said triangulargeometry 18 exists on both sides of the brake carrier 1′ (see also FIG.2a ).

With regard to an optimization of mechanical stresses, deformations anda weight of the brake carrier 1′, simple measures for stiffening thebrake carrier 1′, such as for example the adding of additional material,are ruled out owing to the structural space conditions on the reactionside of the brake carrier 1′.

FIGS. 3, 4 and 5 illustrate a brake carrier 1 according to theinvention. Here, FIG. 3 shows a three-dimensional view. FIG. 4illustrates a front view of the brake carrier 1, and FIG. 5 shows a sideview.

The basic geometry of the brake carrier 1 according to the inventioncorresponds substantially to that of the brake carrier 1′ according tothe prior art (FIGS. 2 and 2 a). A difference between the brake carrier1 according to the invention and the brake carrier 1′ according to theprior art consists in the geometry of the contour profile of thereinforcement rib 2 and in the position in which the reinforcement rib 2is arranged on the reaction side R of the brake carrier 1.

The reinforcement rib 2 on the reaction side R is initially again ofmirror-symmetrical form with respect to the axis of symmetry S.

By contrast to the brake carrier 1′ according to the prior art (FIGS. 2and 2 a), the start of the contour line of the reinforcement rib 2 atthe end 2 a is situated in each case below a line 16 (FIG. 4), whichindicates a reference from the prior art, in each case in the lowercorner of the outer edge 3 of the brake carrier 1, that is to say, inrelation to the line 16, in the region of relatively small-magnitude yvalues in relation to the case of the conventional brake carrier 1′.This is clarified in FIG. 4.

In other words, the reinforcement rib 2 has two mutually averted ends 2a which are advantageously and preferably formed in each case at theouter lower corners of the outer edge 3 of the brake carrier 1, whereinthe reinforcement rib 2 extends from said ends 2 a in each case as faras a central apex 9 (FIG. 4) at the axis of symmetry S of the brakecarrier 1. At the apex 9, the sign of a gradient of the contour line ofthe reinforcement rib 2 changes. This arrangement contributes to thereduction in stress peaks in the event of loading of the brake carrier1.

It is thus preferably the case that the contour line of thereinforcement rib 2 correspondingly begins in the lower half—inparticular at the very lower edge as described above—of the triangulargeometry 18, which is formed by virtue of the disk-encompassing portion5 widening at the outer edges 3 of the brake carrier 1 in the directionof relatively small y values in relation to the coordinate system and inrelation to the base surface 4 in FIG. 3, wherein the disk-encompassingportion 5, in its extent in the direction of relatively small y values,reaches the base surface 4 approximately in the region at which the hubarch 6 departs from the plane of the base surface 4. In other words, thetriangular geometry 18 is, in this case too, in each case an imaginarytriangle in the x-y plane. The upper side of said imaginary triangleruns in the x direction, wherein it runs as a straight line at the levelof the base surface 4 with an end point at the start of the outer edge 3and an end point at an imaginary point of intersection with thereinforcement rib 2 in the disk-encompassing portion 5. A further sideis formed by the outer edge 3, starting at the top of the end of thestraight line at the level of the base surface 4 and ending at the lowerend of said outer edge 3 at the end 2 a of the reinforcement rib 2. Thethird side of the imaginary triangle of the triangular geometry 18connects the end 2 a of the reinforcement rib 2 to the imaginary pointof intersection with the reinforcement rib 2 in the disk-encompassingportion 5.

The reinforcement rib 2 of the brake carrier 1 according to theinvention is of similar contour profile to the graphs of the Gaussiannormal distribution function (Gaussian “bell curve”).

The contour line is thus one with a profile which rises preferablycontinuously in each case from the outside to the center toward thecentral axis of symmetry S, with a central apex 9.

The brake carrier 1 furthermore preferably has two inflection points 10situated symmetrically with respect to the axis of symmetry S, at eachof which inflection points the sign of a gradient of curvature of thecontour line of the reinforcement rib 2 changes.

The apex 9 of the contour line of the reinforcement rib 2 coincidescentrally with the apex of the hub arch 6. Furthermore, the contour linehas two inflection points 10 situated symmetrically with respect to theaxis of symmetry S, at which inflection points the sign of the gradientof curvature of the contour line changes.

The outer starting points or ends 2 a of the reinforcement rib 2 of thebrake carrier 1 according to the invention lie below the base surface 4of the disk-encompassing portion 5 by for example at least 15 mm,preferably by less than 25 mm, in relation to the profile of the contourline in the region of the triangular geometry 18.

The contour line of the reinforcement rib 2 runs with a positivegradient in preferably continuously rising fashion, before then, after achange in sign of the gradient of curvature at the inflection point 10,following the hub arch 6 to the central apex 9, which coincides with theaxis of symmetry S of the brake carrier 1.

The contour profile or line of the reinforcement rib 2 is in each casemirror-symmetrical with respect to the axis of symmetry S.

It is particularly advantageous for the continuous contour line to havean in each case preferably continuously rising profile from the twoouter ends 2 a toward the central axis of symmetry S.

Here, it is preferably the case that the two ends 2 a of the stiffeningrib 2 are situated in each case at outer lower corners of the brakecarrier 1. The reinforcement rib 2 extends from said ends 2 a in eachcase as far as the central apex 9 at the axis of symmetry S of the brakecarrier 1, at which the sign of the gradient of the contour linechanges.

The reinforcement rib 2 is in turn arranged on the reaction side R ofthe brake carrier 1 so as to be elevated in relation to the brake disk20 in the direction of the brake disk axis of rotation 19, that is tosay in the z direction. The expression “elevated” refers here to anextent H in the negative z direction.

Here, the reinforcement rib 2 has the extent H, which extends in thenegative z direction, over the entire contour line of the reinforcementrib 2, wherein the extent H is for example at least 5 mm, preferablybetween 7 and 12 mm. The cross section of the reinforcement rib 2 thushas a greater cross-sectional area than the reinforcement rib 2 of abrake carrier 1′ according to the prior art.

The enlarged cross-sectional area of the reinforcement rib 2 leads, inconjunction with the continuously rising profile of the contour line ofthe reinforcement rib 2, in each case from the outside as far as thecenter, to a homogeneous deformation, that is to say a deformation whichis relatively uniform in terms of magnitude, of the brake carrier 1under load. As a result, no significant stress peaks arise in the brakecarrier 1 under load.

With regard to the avoidance of stresses, it is furthermore advantageousthat the hub arch 6 which has the reinforcement rib 2 again transitions,in the outward direction from the axis of symmetry S, in each case intoa section with an outwardly widening triangular geometry 18, wherein theouter ends 2 a of the reinforcement rib 2 lie for example at least 15mm, preferably 20 mm and particularly preferably as much as 25 mm belowthe base surface 4 of the disk-encompassing portion 5, on which basesurface the carrier horns 7 _(R), 7 _(Z) and 8 _(R), 8 _(Z) areconstructed, or from which base surface said carrier horns proceed. Thetwo mutually averted outer ends 2 a of the reinforcement rib 2 are thusadvantageously situated considerably lower than those according to theknown prior art.

It is accordingly possible—as is necessary in the case of the brakecarriers 1′ according to the prior art—to dispense with correspondingwall thickness increases in the respective regions of thedisk-encompassing portion 5 with step changes in stiffness andcorrespondingly high stress peaks.

The design according to the invention of the reinforcement rib 2 thusmakes it possible—if the same deformation as in the case of a brakecarrier 1′ according to the prior art is permitted—for wall thicknessesin the region of the reaction side R of the brake carrier 1 to bereduced in targeted fashion in relation to brake carriers 1′ accordingto the prior art, because, even in the case of correspondingdeformations, no increased stress peaks arise, and it is thus madepossible for material to be saved in targeted fashion at the reactionside R of the brake carrier in order to thereby realize aweight-optimized and cost-optimized brake carrier 1.

It is thus possible for the brake carrier 1 according to the inventionto be acted on with higher cyclically acting forces without the need toaccept a shortened service life. This yields the possibility of higherperformance of the brake carrier 1 according to the invention with anoptimized power-to-weight ratio.

In FIG. 5, it is possible to clearly see the different heights of thecarrier horns 7 _(R) and 7 _(Z) in the positive y direction (whichself-evidently likewise applies to the carrier horns 8 _(R) and 8 _(Z)).This will be discussed in more detail further below.

FIG. 6 shows a three-dimensional view of a disk brake 21 according to anembodiment of the invention. In this regard, FIG. 7 shows a side view ofthe disk brake 21 according to the invention as per FIG. 6. FIG. 8 showsa plan view of the disk brake 21 according to the invention as per FIG.6.

In FIG. 6, it is possible in particular to clearly see thecross-sectional geometry of the reaction side R of the brake caliperrear section 27.

With regard to further components of the disk brake 21 according to anembodiment the invention, in particular a sliding-caliper disk brakewith positionally fixed brake carrier 1, further optimizationpossibilities arise, which will be described in more detail below.

The construction of the disk brake 21 according to the invention underdiscussion here has already been discussed above in conjunction withFIG. 1.

The stiffer design of the brake carrier 1 makes it possible for thebrake pad 22 on the reaction side R of the brake carrier 1, or thereaction-side brake pad 22, to be designed to be wider than theapplication-side brake pad 23 on the application side Z of the brakecarrier 1. In this context, wider means that the reaction-side brake pad22 extends over a larger section than the application-side brake pad 23in each case in the positive and negative x directions.

The expression “brake pad volume” relates to the friction pad, whichextends in the x direction, the y direction and the z direction. Theexpression “pad thickness” or “thickness of a brake pad” is to beunderstood to mean the extent of the respective brake pad 22, 23 in thez direction.

Assuming a uniform brake pad volume, it is possible for the carrierhorns 7 _(R) and 8 _(R) on the reaction side R of the brake carrier 1 tobe designed to be relatively short, as illustrated in FIG. 4 and inparticular in FIG. 5. In this context, “relatively short” means that thecarrier horns 7 _(R) and 8 _(R) on the reaction side R of the brakecarrier 1 extend less far in the positive y direction than the carrierhorns 7 _(Z) and 8 _(Z) on the application side Z of the brake carrier1. The shortening of the carrier horns 7 _(R) and 8 _(R) yields a lowerbending moment that acts on the foot of a carrier horn 7 _(R) and 8 _(R)during braking, such that the respective shortened carrier horn 7 _(R)and 8 _(R) exhibits less deformation or mechanical stress than in thecase of the prior art. This makes it possible for the tension struts 25,26 of the brake caliper 21 to be correspondingly reinforced in theregion of the carrier horns 7 _(R) and 8 _(R) of the reaction-side brakepad 22, such that the deformation of the tension struts 25, 26 underload is less pronounced.

As a result of the increase of the width B_(R) of the brake pad slot forthe reaction-side brake pad 22, said width being defined by the spacingof the carrier horns 7 _(R) and 8 _(R) in the x direction (see FIG. 3),it is possible, while maintaining the brake pad volume of thereaction-side brake pad 22, for the thickness of the reaction-side brakepad 22 to be reduced. The reduction of the pad thickness of thereaction-side brake pad 22 makes it possible for the depth of thedisk-encompassing portion 5 in the direction of the z axis to bereduced. In association with the reduction in height of the associatedreaction-side carrier horns 7 _(R) and 8 _(R), a structural space on thereaction side of the brake caliper 24 becomes free, which structuralspace is filled for the purposes of targetedly stiffening the brakecaliper rear section 27 and the tension struts 25, 26 of the brakecaliper 24.

If the thickness of the reaction-side brake pad 22 is maintained,greater performance, or a longer service life, of the reaction-sidebrake pad 22 is realized. This is desirable because the reaction-sidebrake pad 22, owing to its position and the associated exposure to dirt,conventionally wears more quickly than the application-side brake pad 23during the operation of the disk brake 21. Furthermore, the enlargedreaction-side brake pad 22 absorbs more heat, such that the specificrelease of heat from the reaction-side brake pad 22 can likewise beincreased, and, correspondingly, more heat can be discharged into thebrake caliper rear section 27. This conserves the application mechanism,in particular the seals thereof.

Through the use of an application-side brake pad 23 which is of smallpad surface area and of a relatively large reaction-side brake pad 22,the brake caliper 24 is provided with a geometry 30 appropriate for theloading, or optimized for the loading, in particular at the connectingpoints between the tension struts 25, 26 and the brake caliper rearsection 27. In particular, in plan view (FIG. 8), said regions arerounded with a three-center curve or with an elliptical segment 29,which give rise to relatively only low notch stresses and thereforecontribute to the strength optimization of the brake caliper 24.

Furthermore, the tension struts 25, 26 are provided, in plan view (FIG.6 or FIG. 8), with a strength-optimized geometry 30 which narrows towardthe brake caliper rear section and which finally opens into thethree-center curve 29 for the rounding of the transition between thetension strut 25, 26 and the brake caliper rear section 27. Furthermore,the geometry of the tension struts 25, 26 in the side view (FIG. 7) islikewise of load-optimized design, analogously to the geometry in theplan view.

The optimized geometry 30 with the three-center curves 29 at the sidescontributes to the formation of a type of elliptical opening of thebrake caliper 24. This can be seen in particular in the plan view inFIG. 8. Said opening of the brake caliper rear section 27 of the brakecaliper 24 is shorter in the x direction at the longitudinal side in theregion of the application-side brake pad 23 than at the oppositelongitudinal side in the region of the reaction-side brake pad 22. Thisyields a clear assignment of the brake pads 22, 23 during installationor exchange. The reaction-side brake pad 22, which is relatively long inthe x direction, can be installed only on the reaction side R owing tothe design of the opening of the brake caliper rear section 27 of thebrake caliper 24. Installation on the application side Z is not possibleowing to the geometry of the opening. Confusion-free installation of thebrake pads 22, 23 is thus realized.

The brake pads 22 and 23 and the associated carrier horns 7 _(R), 7_(Z); 8 _(R), 8 _(Z) each bear against one another at support surfaces,as can easily be seen.

Owing to the altogether stiffer and thus strength-optimized geometry ofthe brake caliper 24 and of the brake carrier 1, weight can be saved onthe brake carrier 1 and on the brake caliper 24. The weight reductionyields lower production costs and a reduction in vehicle weight, whichis an advantageous and therefore highly sought-after productcharacteristic in particular in the field of heavy utility vehicles.

Owing to the optimized stiffness of the brake caliper 24, the provisionof actuating travel owing to the elasticity of the brake caliper 24 canbe reduced. This makes it possible for the application mechanism andthus the disk brake 21 to be of altogether more compact design in the zdirection, such that, overall, less structural space has to be providedfor the disk brake 21 according to the invention. This is likewise ofgreat advantage in the field of heavy utility vehicles.

As a result of the increase in width of the reaction-side brake pad 22,that is to say in the x direction, that is to say tangentially withrespect to the brake disk 20, a greater proportion of the surface areaof the reaction-side brake pad 22 is situated below the pressure centerpoint of the application mechanism in the application section 28 of thebrake caliper 24, whereby the resultant tilting moment on the brakecaliper rear section 27 is reduced.

The advantageous geometry of the brake carrier 1 or of the brake caliper24 can be realized particularly easily in terms of manufacture by wayof, for example, a casting process. The brake carrier 1 according to theinvention is preferably produced from a ductile cast material, forexample cast iron with spheroidal graphite.

The foregoing disclosure has been set forth merely to illustrate theinvention and is not intended to be limiting. For example, it isconceivable that other materials may be used for producing the brakecarrier 1 and the brake caliper 24. Since modifications of the disclosedembodiments incorporating the spirit and substance of the invention mayoccur to persons skilled in the art, the invention should be construedto include everything within the scope of the appended claims andequivalents thereof.

LIST OF REFERENCE DESIGNATIONS

-   1, 1′ Brake carrier-   2 Reinforcement rib-   2 a End-   3 Outer edge-   4 Base surface-   5 Disk-encompassing portion-   6 Hub arch-   7 _(R), 7 _(Z) Carrier horn-   8 _(R), 8 _(Z) Carrier horn-   9 Apex-   10 Inflection point-   11, 12 Support point-   13, 14, 15 Fastening point-   16 Line-   17 Frame part-   18 Triangular geometry-   19 Brake disk axis of rotation-   20 Brake disk-   21, 21′ Disk brake-   22, 23 Brake pad-   24 Brake caliper-   25, 26 Tension strut-   27 Brake caliper rear section-   28 Application section-   29 Three-center curve or elliptical segment-   30 Optimized geometry-   B_(R), B′_(R), B_(Z), B′_(Z) Width-   H Extent-   R Reaction side-   S Axis of symmetry-   Z Application side-   x, y, z Coordinates

What is claimed is:
 1. A sliding-caliper disk brake, comprising: anapplication-side brake pad and a reaction-side brake pad; a fixed brakecarrier including two pairs of carrier horns, a reaction-side one of thepairs of carrier horns being configured to abut respective lateral sidesof a reaction-side brake pad and an application-side one of the pairs ofcarrier horns being configured to abut respective lateral sides of anapplication-side brake pad, and two hub arches, a reaction-side one ofthe hub arches extending between the reaction-side pair of carrier hornsand an application-side one of the two hub arches extending between theapplication-side pair of carrier horns; and a brake caliper including abrake caliper rear section, a brake caliper application sectionconfigured to receive a brake application mechanism and tension strutsconnecting the brake caliper rear section and the brake caliperapplication section, wherein the reaction-side carrier horns and thereaction-side hub arch form a reaction-side brake pad slot configured tosupport a radially-inner side and the lateral sides of the reaction sidebrake pad, and the application-side carrier horns and theapplication-side hub arch form an application-side brake pad slotconfigured to support a radially-inner side and the lateral sides of theapplication side brake pad, a spacing between opposing radially outerends of brake pad abutment surfaces of the reaction-side pair of carrierhorns is greater than a spacing between opposing radially outer ends ofbrake pad abutment surfaces of the application-side pair of carrierhorns, and a radial height of the reaction-side pair of carrier horns isshorter than a radial height of the application-side pair of carrierhorns.
 2. The disk brake as claimed in claim 1, wherein thereaction-side brake pad has a width greater than a width of theapplication-side brake pad.
 3. The disk brake as claimed in claim 1,wherein a volume of the reaction-side brake pad is greater than a volumeof the application-side brake pad.
 4. The disk brake as claimed in claim2, wherein a volume of the reaction-side brake pad is greater than avolume of the application-side brake pad.
 5. The disk brake as claimedin claim 4, wherein the brake caliper rear section and the brake caliperapplication section are arranged on opposite sides of a brake disk, andthe tension struts extend over the brake disk parallel to a rotationaxis of the brake disk.
 6. The disk brake as claimed in claim 5, whereina transition region between each of the tension struts and the brakecaliper rear section is arranged as a three-center curve or as anelliptical segment.
 7. The disk brake as claimed in claim 6, wherein thetension struts narrow in a direction from the brake caliper applicationsection toward the brake caliper rear section until the tension strutsreach the three-center curve or the elliptical segment.
 8. The diskbrake as claimed in claim 7, wherein an opening formed inside aperimeter of the brake caliper application section, the brake caliperrear section and the tension struts is generally elliptical, and anapplication-side longitudinal side of the opening is shorter than areaction-side longitudinal side of the opening.
 9. The disk brake asclaimed in claim 1, wherein a tilting moment which acts on the brakecaliper rear section during braking is lower than a tilting moment thatwould act on a corresponding brake caliper rear section configured toreceive a reaction-side brake pad configured in the manner of theapplication-side brake pad.
 10. The disk brake as claimed in claim 1,wherein the brake carrier and the brake caliper are cast components. 11.The disk brake as claimed in claim 10, wherein a material of the brakecarrier and the brake caliper is a ductile cast material.
 12. The diskbrake as claimed in claim 10, wherein the material of the brake carrierand the brake carrier is cast iron with spheroidal graphite.
 13. A brakepad set of a disk brake, comprising: a first brake pad and a secondbrake pad configured for installation into a disk brake having a fixedbrake carrier including two pairs of carrier horns, a reaction-side oneof the pairs of carrier horns being configured to abut respectivelateral sides of the first brake pad and an application-side one of thepairs of carrier horns being configured to abut respective lateral sidesof the second brake pad, the fixed brake carrier further including twohub arches, a reaction-side one of the hub arches extending between thereaction-side pair of carrier horns and an application-side one of thetwo hub arches extending between the application-side pair of carrierhorns, and the disk brake further including a brake caliper including abrake caliper rear section, a brake caliper application sectionconfigured to receive a brake application mechanism and tension strutsconnecting the brake caliper rear section and the brake caliperapplication section, wherein the reaction-side carrier horns and thereaction-side hub arch forming a reaction-side brake pad slot configuredto support a radially-inner side and the lateral sides of the firstbrake pad, the application-side carrier horns and the application-sidehub arch forming an application-side brake pad slot configured tosupport a radially-inner side and the lateral sides of the second brakepads, a spacing between the reaction side pair of carrier horns isgreater than a spacing between the application side pair of carrierhorns, and a radial height of the reaction-side pair of carrier horns isshorter than a radial height of the application-side pair of carrierhorns, wherein the first brake pad has a width between lateral endsconfigured to abut the reaction-side pairs of brake horns greater than awidth of the second brake pad between lateral ends configured to abutthe application-side pairs of brake horns.
 14. The brake pad set of adisk brake as claimed in claim 13, wherein the first brake pad has avolume greater than a volume of the second brake pad.